I know that I have the talent and ability to fly airplanes for a living, but it doesn't look like I'll get the chance. If I can't find a means of obtaining flight training soon, I'll just throw in the towel.
Do you know of any special programs that can help me in my quest to become an airline pilot?
Thanks,
Stan
Dear Stan,
Here is a special program that can help you. It's called: a willingness to work hard, a willingness to delay gratification, and disabusing yourself of the notion that you are entitled to something just because you want it.
There are folks out there who sincerely deserve scholarships for any number of reasons. Even if you're one of those individuals deserving of this type of support, that's no guarantee that you'll get it.
With all due respect, it seems to me that you're using your wishbone to search for free funds when you'd be better off using your headbone to earn them.
Here's the plan, Stan: Buy a lawnmower and mow for dough (10 customers at $50 a month is your goal. This should set you up to take flying lessons). If that venerable means of making money doesn't suit your tastes, then learn something about computers and help those over the age of 40 set theirs up and maintain them (we need your help). Computers aren't your thing? Then put on a tie (shirt, too) and make daily visits to any local business and seek part-time work (work that you can do between school chores).
Bug the fine folks at the airport for work, too. There's nothing more refreshing to an employer than seeing an ambitious and tenacious young person who gives the impression that he or she is willing to work hard to achieve a goal, even if it means flipping burgers.
About 12 to 15 hours of work each week should pay for an hour of flight training, assuming you have some talents that merit a bit more than minimum wage. Cut down on the movies, sodas, CDs, and concert tickets. Instead of spending that money, divert those funds into the coffers of Stanley Aviation Enterprises. Above all, remember that school comes first, flying comes second.
How much do you really want to fly? A wise philosopher was approached by a disciple who said, "Sir, I really want to learn. How do I learn?" The wise man led his charge to the nearest fountain, forced his young head under water, and held it there until he fought his way to the surface. Gasping for breath, the young fellow said, "What did you do that for?" To which the philosopher replied, "When you want to learn as bad as you wanted to breathe, then you'll be ready to learn."
Stan, if you want to fly as bad as that young fellow wanted to breathe, you'll find a respectable, honorable way to do it.
Guidance For The New CFI
Hello Rod,
I am finding it hard to complete my flight instructor rating.
I have started making lesson plans, but then I am not sure what to include in them, how many to make, and on what topics to make them. My CFI isn't much help.
To put it simply, I want to be the best instructor I can be, but I seem to waste a lot of time trying to figure out what I should be doing. I would welcome any suggestions or ideas that you might have.
Thank you,
Carrie
Greetings Carrie,
I'll assume that you've already done the obvious and have looked for another CFI. I'll also assume that you were unable to find one who's capable of giving you the guidance you need. That said, here's what I would recommend.
Find someone who has recently completed his or her CFI training and ask to examine the lesson plans he or she used to successfully pass the checkride. Examine these carefully for content and construction. Perhaps you can even hire this new CFI to show you how to put your lesson plans together.
If this doesn't work, then get on your computer and look for a CFI who can coach you via the Internet. Granted, this is a form of virtual learning, but it's certainly a lot more real (and beneficial) than what you're getting right now. Visit some of the aviation forums. There are quite a few outstanding CFIs in cyberspace.
Timing The Approach
Dear Mr. Machado,
I have a question about holding. I've just entered holding on an NDB and am making my first turn on the outbound leg. After one minute, I begin my turn toward the inbound course. As I'm turning it becomes evident that I had a wind pushing me out and away from the inbound course. I'll have to turn past the direction of the inbound leg to intercept it.
My question is, should I start my inbound timing when I'm on the intercept heading or when I turn past the direction of the inbound leg? I'm losing my hair over this one and sure would appreciate your help.
Thank you very much,
Sergio
Greetings Sergio,
Don't go marinating your melon in Rogaine just yet. Consider this. It's possible that you'll have no way of knowing what the winds are during the first outbound leg when entering the holding pattern.
You may be blown a considerable distance off course. When turning to intercept the inbound course, you may overshoot or undershoot it, depending on how the airplane drifted during the outbound leg. That's why you can't be expected to precisely time the initial inbound leg.
As a practical matter, start timing when you roll out on the inbound intercept heading or just as you pass the heading of the inbound course as you turn back to intercept it. With each successive turn in the pattern, you should be able to refine the wind correction angle so that the completion of your inbound turn aligns you with the inbound course.
Please e-mail your flight training questions to "Since You Asked" at [email protected] . Only those questions selected for publication will be answered.
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